Means for balancing steam locomotives



Oct. 20, 1931. E. 1.. THEARLE 1,328,627.

MEANS FOR BALANCING STEAM LOCOMOTIVES Filed Nov. 7 1930- 2 Sheets-Sheet 1 Ernest L. Thear'le His Attorney.

Oct. 20, 1931. E. LQTHEARLE 1,828,627

MEANS FOR BALANCiNG STEAM LOCOMOTIVES Filed Nov. 7. 1930 2sh'e ets-sneez 2 E40 OTHER Fake-Es Ann Inv enter I Ernest L. Thearle,

His Attorney amt-0.. no, 1931 UNITED s1 .'-r|a'.s arrier- OFFIQE mm 1.. rma, or scmmc'ranr, new Yonx, .essrenoaro em morale comm, a coaromrron or new some mm ronnnmncme smear ao conorrvm Application filed November t, 19%. 7 serial Re. 494.0 91. o

The main moving parts'of a locomotive may, for the purpose 0 balancing, be divided into twogroups, one group of rotatingmasses, and the other of reciprocatin masses. Among the rotating masses wo d be the drivin wheels, side rods and pins-,and a portion 0 the main. connecting rods. Amo the reciprocating masses would be include the pistons, piston rods, valves and o crating gear, crossheads, and the remain or of the main connecting rods.

The first mentioned group of rotating weights, consiilering only one side of the locomotive, produce an unbalanced force on the locomotive which is in the nature of a rotating force, constant in magnitude for any one locomotive speed. This unbalance p may be corrected for by the addition of com= pensating rotating weights on the drivmg wheels, which is now common practice.

The second group of reciprocating weights produce unbalanced forces on the locomotive whiclrare always horizontal and act in the plane-of the cylinders, these forces varying in amount from amaximum in a forwar direction to a maximum in a backward directionduring each revolution of the driving wheels. Since the pistons and cross heads of a locomotive do not move togpther, these unbalanced reciprocating weig ts produce forces on the locomotive causing it to nose or oscillate about a vertical axis as it moves along the track. This is a very dangerous and undesirable condition. I

If this horizontal unbalance is corrected for by applying still heavier balance weights on the driving wheels, so that the net horizontal forces disappear, then the rotating weights are overbalanced and, vertical unbalance forces are introduced which cause a pounding of the drivers on the track. This action subjects the rails to unduly severe treatment and increases the cost of trackage maintenance.

My invention has for its object the provision of an improved construction-or arrangemant of parts whereby both the reciprocating and rotating elements of a locomotive may be effectively balanced.

For a consideration of what I believe to be novel and myf invention, attention is directed to the accompanying description and the claims appende thereto.

In the drawings which are illustrative of m invention, Fig. 1 is a di ammatic view 0 a steam locomotive of or ary construction; Fig. 2 is a diagrammatic view illustrat-, 'ing the usual application of balancing weights to the driving wheels; Fig. 3 illustrates the application of means for balancing the reciprocating masses; Fig. 4 shows the application of t e arrangement shown in Fi 3 to a locomotive; Fig. 5 shows a modi cation of the construction shown in Fig. 3, and bi s. 6 to 9 inclusive are diagrams illustrating t e operation of the balancing arts.

The following is a description of my: imroved arrangement of parts for counter alancing the horizontal reciprocating weights without introducing a vertical unbalance, thus eliminating both the swa 'ng ofjlahe locomotive and severe pounding o the ral s. 1

In Fig. 1 are represented the main moving parts of a locomotive. The three drivers D are connected by side rods A. The con .necting rod B transmits forces from the crosshead' C and piston E. It also shows. the forces exerted on a locomotive by unbalanced masses, The forces P indicated by arrows are exerted on the locomotive by the rotating masses of side rods and in part by the connecting rod. The horizontal force Q also indicated by an arrow is exerted on the locomotive by the reciprocating crosshead, piston rod, piston, and by a portion of connecting rod.

Fig. 2 shows how the rotating forces P may be balanced by the addition of balancing weights F to the drivers, introducing forces P always equal and opposite to forces P. This leaves the horizontal unbalanced force Q, due to reciprocating masses. If the weights F are madelarge enough so that when forces P and P are horizontal, P is enough greater than P to balance Q, then when forces P and P are vertical, this excess of P over P will cause pounding of drivers on the rails. v

Fig. 3 shows a mechanism which when applied to any pair of drivers will introduce a horizontal force tobalance the reciprocating weights without producing a vertical com- 5 ponent increasing rail pressure.

Y In this figure, a link C is carried by driver journal boxes B and B. Mounted on the driver axles are gears E and G which mesh with a similar gear F carried by the link C.

. These three gears are of the same size. Gears E and G carry equal counterweights J and L, and gear F carries a counterweight K such that if J, L and K represent the moments of these weights about theirrespective axes of rotation, then K2J=2L. The gears E, F

and G are meshed so that K is opposite weights J and L, when in the position shown in Fig. 3. One of these devices is placed on each side of the locomotive. The counterweightsI-I placed on the drivers are just sufficient to balance the rotating weights. The weights J, K and L are so proportioned that the sum of their effects, J +K+L, is just suflicient to. balance the horizontal forces due to reciprocating weights. Since these balancing devices cannot be placed in the same vertical plane as the forces which they balance. the gears J, K and'L must be dis placed by an angle a (Fig. 3) from the 80 rotating weights on the wheels, in order to be most efl'ective. The'correct positions and amounts of these weights may be calculated by known methods.

Fig. 4 shows how the application of such 85 a device to a locomotive will balance the horizontal force Q without introducing a vertical unbalance. In this figure, the sum of horizontal components of forces R. S and T indicated by arrows are equal and opposite to m the force Q, thus balancing th same. The

vertical component of force S annuls the effect of vertical components of R and T, thus introducing no vertical unbalance. This relation exists during the entire revolution.

46 Fig. 5 shows a modification of the same arrangement, in which the weights J and L have been replaced by equivalent weights HJ and HL on the drivers. This removes the necessity for gear G. Gear E carries no ($0 weight but serves only to drive gear F which carries weight K. The principle of operation is the same as in Fig. 3. the only difference being in the structure; since ears E and G (Fig. .3) rotate in synchronism with 65 drivers D. weights J and L maybe replaced by equivalent weights on the drivers. which when added to the original weights H, are represented by HJ and HL.

The action of the arrangement illustrated in Fig. 3 is shown by Figs. 6. 7. 8 and 9. at

four diflerent pointsduring the revo ution As one illustration of my invention 1 have shown it in connection with a steam locomotive where it is of particular application, but

it is to be understood that it is also applicable to other forms of apparatus and other types of prime movers wherein reciprocating members are employed to transmit power to rota members.

at I claim as new and desire to secure by Letters Patent of the United States is: 1. In a system of power transmission, the combination of a reciprocating power developing motor, rotors, shafts for the rotors, reciprocating members which transmit motion from the motor to the rotors, balancing weights on the rotors for counterbalancing the effect of the mass of the members therethe rods thereon, a balancing weight acting in opposition to the balancing weights on the wheels for counterbalancing, the effect of the mass of the reciprocating parts, and means driven by one of. the axles for rotating the last named weight.

3. In a system of power transmission for locomotives, the combination of a reciprocating piston and cylinder, driving wheels, axles therefor, reciprocating members actuated by the piston which are connected to the wheels for rotating them, balancing weights on the wheels for counter-balancing the efiect of the mass of the members thereon. a balancing weight. a shaft on which the weight is mounted, said weight being angularlv displaced from the weights on the wheels for counterbalancing the eiiect of the mass of the reciprocating parts, a support for the said weight located at one side of the driving wheels. and gears also located at one side of the wheels and actuated by one of the axles for driving the weight and maintaining a definite angular relation between all of said balancing weights.

4. In a system of power transmission for I locomotives. the combination of a reciprocating piston and cylinder,driving wheels. axles therefor, reciprocating members actuated by the piston which are connected to the wheels for rotating them, a balancing weight .on each of said wheels for counterbalancing the eflect of the mass of the members thereon, a balancing weight, a shaft on which the weight is mounted, said weight occupying such an angular position thereon as to act in opposition to both of the weights on the driving wheels, 8. support for the shaft andits weight located at one side of the driving wheels and carried by the axles thereof, an

eating driven byone of-the axles for rotatmg the weight on said shaft.

'5. In a system of power transmission for locomotives, the combination of a reciprocat-' in piston and its cylinder, driving wheels, ax es therefor, reci rocating means for transmitting power rom the piston to the wheels, a counterbalancing weight mounted oneach wheel, a Weight for counterbalancing the mass of the reclprocating means which occupies a position that is angular] displaced from the positions of the weig ts on the wheels by approximately 180, and means for rotating said weight at the same speed as and opposite in direction to the weights on the driving wheels.

. In witness whereof, I have hereunto set my hand this sixth da of November, 1930.

s ER ST L. THEARLE. 

